If you’ve ever purchased a motorcycle helmet, you’ve likely heard of DOT, ECE, or Snell. Simply hearing about helmet safety ratings isn’t the same as understanding them, though, especially when government agencies and private organizations uphold differing standards (not to mention, update them at different rates). 

Those key differences not only define each helmet certification but also distinguish them from one another. Before diving into the dissimilarities, it’s worth establishing some common ground. For that, we turn to the testing grounds.

Crash course

A helmet has one very specific task: protect the rider's head. To properly evaluate a helmet’s ability to manage impact energy, most helmet-certifying bodies adhere to similar methods.

Because subjecting humans to such head trauma is considered unethical (just ever so slightly), nearly all testing protocols rely on a head-shaped device called a head form. In most tests, technicians strap that head form to a helmet and secure it to the arm of a testing tower. The helmet-clad head form is then dropped onto a fixed anvil at a predetermined height and speed. If the force recorded by the various sensors within the head form surpasses a set number, the helmet doesn’t gain approval. Simple enough, right?

DOT, ECE, and Snell may adopt similar mechanisms, but each organization employs its tools differently. For instance, testing parameters vary greatly, from speeds and heights to anvil shapes. Another difference is that the latest versions of ECE and Snell consider rotational impact. This refers to the angular blows that can cause injuries as the brain rotates inside the head. (For details, see our story on rotational impact protection.) You may see a yellow Mips sticker on your helmet. Mips stands for Multi-directional Impact Protection System. It’s not a certification, but rather Mips is the best known system for addressing rotational impact. Mips is technology from a long-established Swedish company that some helmet-makers, such as Bell, incorporate. Other helmet brands, such as 6D, have developed their own proprietary systems for reducing the effects of rotational impact.

Ready for a deeper dive into the kind of testing that goes into the three certifications? Let's take a look.

DOT FMVSS 218

If you wear a helmet in the United States, there’s probably a big DOT label slapped on the rear. Regulators treat it like an honor roll bumper sticker for a few good reasons. All motorcycle helmets sold in the States must meet standards imposed by the U.S. Department of Transportation (DOT). The current regulation, Federal Motor Vehicle Safety Standard (FMVSS) No. 218, dictates the properties required for a helmet to protect a rider in a crash, including energy absorption, penetration resistance, and retention system strength.

There are two different DOT impact tests. The first drops a helmet on a flat anvil from a height of 54.5 inches (1.38 meters) and at a speed of 5.2 meters per second (11.6 mph). In the second test, a helmet free falls from 72 inches (1.83 meters) and strikes a hemispherical anvil at 6.0 meters per second (13.4 mph). In both cases, the helmet doesn’t achieve a passing rating if the maximum energy transferred exceeds 400 g. Technicians also perform these tests under several conditions (ambient, low temperature, high temperature, and water-immersed) to verify the helmet performs consistently in different environments. 

Riders need a hole in the head (literally) about as much as they need, well, a hole in the head (figuratively), and DOT’s penetration tests provide some peace of mind in that department. The procedure involves a spear-like “striker” falling onto a stationary helmet from a height of 10 feet. Should the six-pound projectile pierce the shell and contact the head form, the helmet fails the test. This procedure largely aligns Snell standards, but DOT is still considered a less stringent safety rating. That’s especially true when taking its oversight methods into account.

Unlike other helmet-testing orgs, DOT doesn’t proactively test helmets before production units arrive in stores. It operates on an honor system instead, allowing manufacturers to self-certify before going to market with a product. DOT essentially relies on the threat of penalties (fines, recalls, etc.) to incentivize brands to produce compliant helmets. That approach isn’t foolproof, by any means.

DOT doesn’t administer its own helmet tests, either. It outsources those tasks to independent contractors. California’s ACT LAB, a testing lab contracted by the U.S. National Highway Traffic Safety Administration (NHTSA), tested 167 helmets between 2014 and 2019. Seventy-two of them failed FMVSS 218 standards. That’s more than a 40% failure rate.

That leaves riders in a predicament. They need a DOT-approved helmet to ride (assuming helmet use is mandated in their state), but at the same time, there’s no guarantee that helmet actually complies with FMVSS 218. That’s where additional safety certifications come in handy.

Examples of DOT-approved helmets: Bilt Techno 3.0, HJC i10, and Scorpion EXO-R420. If you're looking for DOT-approved helmets with Mips technology, examples include Sedici Strada 3 Mips and the Bell Qualifier DLX Mips on the affordable end of the spectrum, and the Alpinestars Supertech M10 Carbon Fame at the high end.

ECE 22.06

The Economic Commission for Europe (ECE) establishes motorcycle helmet safety standards for European countries and abroad (Australia, etc.). After imposing ECE 22.05 since 2000, U.N. legislators introduced ECE 22.06 in 2020. The new, stricter regulations were officially enacted in January 2024.

Under previous 22.05 testing, a helmet dropped from a height of three meters at 7.5 meters per second (17 mph) couldn’t transfer more than 275 g of energy. Those parameters remain in place today, but ECE 22.06 also adds slow-speed and high-speed tests to the gamut. Both tests drop a helmeted head form from four meters high. The former reaches speeds of 6 meters per second (13 mph) and only allows 180 g of transferred force. The latter reaches speeds up to 8.2 meters per second (18 mph) and the energy measured can’t exceed 275 g. 

Because motorcycle crashes don’t exclusively result in direct blows to the head, the new regulations also integrate oblique impact tests. Performed at a 45-degree angle, the tests determine a helmet’s ability to manage rotational forces. In addition to those new assessments, ECE 22.06 also shores up a perceived loophole in the previous testing process. ECE 22.05 restricted technicians to striking helmets at six fixed spots. Many skeptics believed manufacturers could beat the system by reinforcing those specified areas. Now, testers can randomly select 18 different points on the helmet to evaluate, foiling any corner-cutting attempts.

The comprehensive overhaul doesn’t stop there. New tests enhance safety standards for everything from modular helmets to sun visors to face shields. Technicians even test helmets with Bluetooth communicators to determine whether available accessories compromise a model’s protective properties. With such stringent standards at work, it’s no wonder ECE 22.06 certification is so sought after. Another safety rating that’s just as coveted is Snell.

Examples of ECE 22.06-approved helmets: Sedici Strada 3, Icon Airform, AGV K6 S, and Scorpion EXO Covert FX.

Snell M2025D and M2025R

In 1956, race car driver Pete Snell died from head injuries sustained in a crash. The event galvanized the fallen racer’s friends and family to establish the Snell Memorial Foundation in 1957. With nearly 70 years of development, research, and helmet testing to its credit, the nonprofit remains one of the most prestigious players in the industry. It’s Snell’s uncompromising standards that make its seal of approval so desirable to manufacturers and customers alike.

Whereas DOT and ECE are compulsory within particular markets, obtaining Snell approval is voluntary. That doesn’t mean it's more lenient. Snell not only utilizes flat and hemispheric anvils but also uses edge anvils, which heavily concentrate the strike force delivered to a helmet. Still, Snell maintains a 275 g limit for impact energy management. 

That’s just one of the tests in Snell’s gauntlet. Technicians also evaluate chin bar rigidity, positional stability, shell and face shield penetration resistance, and emergency removability. Attachments protruding 7 mm beyond the shell’s surface, such as aerodynamic spoilers and winglets, must break away under impact and internal rivets can’t potentially lacerate the rider’s head. Tough stuff, if you ask me. That doesn’t mean there isn’t still room for improvement.

Snell certification is was long considered the benchmark for helmet safety ratings, but it’s been playing catch-up in recent years. The nonprofit regularly updates its procedures to remain current with the latest research and testing technology. In October 2018, Snell implemented M2020R in Europe and M2020D in the United States and Japan. It will phase out both standards and introduce M2025D and M2025R by October 2024.

The new regulations will adopt oblique impact tests championed by ECE 22.06. The test requires technicians to drop a helmet onto a 45-degree platform (lined with 80-grit sandpaper) at 8.0 meters per second (17.9 mph). The head form’s rotational acceleration magnitude can’t exceed 10,000 radians per second squared and the calculated Brain Injury Criterion (BrIC) can’t surpass 0.78. ECE 22.06 isn’t the only safety standard that Snell has to keep up with, though.

Examples of Snell-approved helmets: Arai Corsair-X, Shoei X-15, Sedici Strada 3 Primo, and Bell Racestar DLX Flex.

Other certifications

FIM FRHPhe-02: The FIM Racing Homologation Programme (FRHP) oversees all helmets worn by riders in FIM-sanctioned race series. Under FRHP Phase 1 (FRHPhe-01), the first FIM-homologated lids appeared on the MotoGP grid in 2019. All FIM circuit racing series required FIM-approved helmets by 2020. The racing authority revealed FHRP Phase 02 (FRHPhe-02) in 2022, which incorporates oblique anvil impact tests and updated threshold requirements for both on-road and off-road (motocross, enduro, etc.) disciplines. FRHPhe-02-compliant helmets are recommended for the 2025 season and mandatory in 2026. 

Examples of FIM-approved helmets: AGV Pista GP RR Carbon, Alpinestars Supertech R10 Carbon, HJC RPHA 1N, and LS2 Thunder Carbon.

SHARP: If you couldn't tell by its spelling of the word “program,” the Safety Helmet Assessment and Rating Programme (SHARP) is based in the United Kingdom. The self-proclaimed “safety scheme” differs from DOT, ECE, Snell, and FIM in that it doesn’t grade a helmet on a binary pass/fail scale. SHARP, instead, conducts independent impact tests and issues a star rating (out of five) based on its findings. It also draws on European crash data to determine a color-coded safety score for each zone of the helmet. There’s just one catch. SHARP only evaluates models that attain ECE 22.06 approval. As such, most DOT-rated helmets don’t undergo SHARP testing (even if they’re also ECE 22.06-certified).

Put a lid on it

So, what has this wayward journey through the five realms of Lid Land taught us? Well, for one, that safety ratings are far more complex than the stickers that represent them. It’s also safe to say that DOT approval is a good starting point, but if premium protection is your objective, then ECE, Snell, and FIM-certified helmets are a better bet. 

Helmets not only come in all shapes and sizes, but also offer various levels of protection. What’s important is making an informed decision based on your needs. With a greater understanding of helmet safety standards, customers can do just that. So the next time you need to buy a helmet, you’ll have the answer to those crucial questions that arise.